Pallet adapter

ABSTRACT

A pallet adapter, system and method for restraining air cargo during flight is disclosed. A pallet adapter shifts a shipping container in an inboard direction of an aircraft so that the container does not contact an interior structure of the aircraft. Rigid restraints restrain the container from moving in the vertical direction during flight. Corner fittings restrain the container from moving in the fore-and-aft direction and the side-to-side direction during flight.

FIELD

The disclosure is related to air cargo and, more particularly, to apallet adapter for use with air cargo.

BACKGROUND

Air cargo is any goods transported in an aircraft, such as luggage,freight, and mail. Air cargo can be transported in either a passenger orcargo aircraft. Often, air cargo is stored in a shipping container,which is then placed onto a cargo pallet and restrained using restraintnets or straps. The restraint nets or straps have an elasticcharacteristic, which allows some movement of the container with respectto the pallet during flight.

Shipping containers come in standard sizes. For example, an ISO 1Ccontainer has a width and height of 8 feet, and a length of 20 feet. TheISO 1CC containers have the same width and length as the ISO 1Ccontainer, but are 6 inches taller having a height of 8 feet 6 inches.

Cargo pallets also come in standard sizes. For example, a NAS 3610-2G1Ppallet, also referred to as a 20 foot pallet, is a 96 inch×238.5 inchcargo pallet. These 20 foot pallets are commonly used for transportingair cargo and are placed into standard cargo lanes in the aircraft.

Per regulations, a shipping container is not permitted to contact theinterior structure of the aircraft. If a container is too tall afterloading it onto a cargo pallet in one of the standard pallet locations,it may be possible to shift the container on top of the pallet towardsthe centerline of the aircraft and away from the interior structure ofthe aircraft to achieve the required spacing between the container andthe aircraft structure. After shifting the container, a restrainingmechanism is necessary to prevent the container from moving back towardsthe interior structure of the aircraft during flight. The standardrestraint nets and straps allow too much movement to be used in thiscontainer shifting application.

SUMMARY

A system for restraining air cargo is disclosed. The system includes apallet located in an aircraft, a pallet adapter attached to the palletsuch that the pallet adapter extends beyond the pallet in an inboarddirection of the aircraft, and at least one rigid restraint attached toa shipping container located on the pallet adapter and to at least oneof the pallet and the pallet adapter. Alternatively, the rigid restraintmay be attached to the shipping container and the cargo pallet.

A method for restraining cargo is also disclosed. The method includesattaching a pallet adapter to a pallet, attaching a container to thepallet adapter, and attaching at least one rigid restraint between thecontainer and the pallet adapter. Alternatively, the rigid restraint maybe attached between the container and the pallet.

A pallet adapter is also disclosed. The pallet adapter has a firstsurface and a second surface. The first surface is configured to becoupled to a pallet, and the second surface defines at least onerecessed receptacle configured to receive a corresponding fittingcoupled to a container. The pallet adapter also includes an extensionzone configured to overhang the pallet and at least one connection pointconfigured to receive a first end of a rigid restraint that is coupledat a second end to the container.

The features, functions, and advantages that have been discussed can beachieved independently in various embodiments or may be combined in yetother embodiments further details of which can be seen with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Presently preferred embodiments are described below in conjunction withthe appended drawing figures, wherein like reference numerals refer tolike elements in the various figures, and wherein:

FIG. 1 is a diagrammatic representation of a top view of cargo stored inan aircraft, according to one example embodiment;

FIG. 2A is a diagrammatic representation of an end view of a shippingcontainer restrained to a pallet adapter via rigid restraints that iscoupled to a cargo pallet, according to one example embodiment;

FIG. 2B is a diagrammatic representation of an end view of a shippingcontainer restrained to a pallet adapter that is coupled to a cargopallet, according to one example embodiment;

FIG. 3A is a diagrammatic representation of a top view of a palletadapter according to the embodiment of FIG. 2A;

FIG. 3B is a diagrammatic representation of a top view of the palletadapter according to the embodiment of FIG. 2B;

FIG. 4 is a diagrammatic representation of an isometric view of atwistlock according to one embodiment;

FIG. 5 is a diagrammatic representation of a bottom view of a palletadapter according to one embodiment;

FIG. 6 is a diagrammatic representation of a top view of a cargo palletaccording to one embodiment;

FIG. 7 is a diagrammatic representation of a perspective view of acontainer fitting according to one embodiment;

FIGS. 8 (a)-(j) are diagrammatic representations of side views of rigidrestraints according to example embodiments; and

FIG. 9 is a flowchart of a method for restraining cargo, according toone example embodiment.

The drawings are provided for the purpose of illustrating exampleembodiments, but it is understood that the inventions are not limited tothe arrangements and instrumentalities shown in the drawings.

DETAILED DESCRIPTION

FIG. 1 depicts an outline of a portion of an aircraft 100 containingshipping containers 102 attached to pallet adapters 104. The aircraft100 has a first cargo lane 106 (e.g. right cargo lane) and a secondcargo lane 108 (e.g., left cargo lane). The aircraft 100 may have moreor less than two cargo lanes. For example, the aircraft 100 may alsohave a third cargo lane (e.g., center cargo lane) located between thefirst and second cargo lanes 106, 108.

FIG. 1 depicts nine shipping containers 102 in each of the cargo lanes106, 108 that define the placement of unit load devices (“ULDs”) withinthe aircraft 100. For example, a Weight and Balance manual for a givenairplane may indicate the allowable locations for loading ULDs that maytake the form of a cargo pallet 200 and net combination or a cargocontainer.

Typically, cargo handling systems have set dimensions side-to-side as aresult of cargo hardware that is installed in the aircraft. Thishardware includes guides that direct the cargo pallets within theaircraft to their intended location for flight. Furthermore, theseguides provide the cargo pallets with lateral, and often vertical,restraint. Many times, it is possible to reposition the cargo palletlocations within the aircraft in the forward and aft direction viamoveable end lock restraints, but the cargo hardware and guides aretypically fixed and not moveable. As such, they define the availablecargo lanes.

Further, end locks are retractable within the cargo lane to facilitatemovement of the cargo pallets along the entire cargo lane. For example,when loading a cargo pallet into position for flight, one set of endlocks may be erected into the restraint position. The pallet may then bemoved within the system to engage these end locks at one end of thepallet, and then a second set of end locks may be erected at theopposite end of the pallet.

In other configurations, some cargo pallets may not require end locks.Instead, forward and aft movement may be limited by features located onone side of the cargo system that engage pallet features located alongthe same side. For example, the pallet may have at least one pair offixed blocks coupled to the side of the pallet such that the pair ofblocks define a cavity therebetween that is configured to receive a sidelock restraint from the cargo hardware.

Referring again to FIG. 1, it is understood that the number and size ofthe shipping containers 102 can be varied as needed, so more or lessthan nine shipping containers may be located in each cargo lane 106,108. The shipping containers 102 may be loaded into the aircraft 100using an aircraft side cargo door 110; however, other access points maybe available depending on the aircraft type, such as a rear or nosecargo door.

In view of the fixed nature of the cargo hardware and guides for a givencargo lane 106, 108 and cargo pallet, the pallet adapter 104 may be usedto shift shipping container 102 in a lateral direction to achieve therequired clearance relative to the internal structure of the aircraft100. In particular, as shown in FIG. 1, pallet adapters 104 overlay thecargo pallets and shift the shipping containers 102 towards the interiorof the aircraft 100 with respect to where cargo pallets are normallylocated in the cargo lanes 106, 108. As a result of the shifting, theshipping containers 102 may be taller than shipping containers that arealigned directly over the cargo pallets.

For example, while an ISO 1C container may properly fit within theaircraft 100 when positioned on a cargo pallet, an ISO 1CC containerwith its six additional inches may contact the interior structure of theaircraft 100 without the use of a pallet adapter 104. By shifting an ISO1CC container several inches in the lateral direction towards the centerof the aircraft 100 using a pallet adapter 104, the aircraft 100 maytransport such larger container 102 without any changes to the airframeof the aircraft 100.

FIGS. 2A and 2B will be used to describe two different embodiments of apallet adapter, namely pallet adapter 104A in FIG. 2A and pallet adapter104B in FIG. 2B. Both FIGS. 2A and 2B depict an end view of a singleshipping container 102 located on a single pallet adapter (104A in FIG.2A and 104B in FIG. 2B). From this view, the height and the width of theshipping container 102 can be seen. While in FIG. 1 the cargo pallet iscompletely hidden from view by the pallet adapter 104, FIGS. 2A and 2Bdepict the pallet adapter 104A, 104B located on a cargo pallet 200. Forexample, the pallet 200 may be a PGA pallet, which is the InternationalAir Transport Association (IATA) nomenclature for a 20 foot pallet.Other pallet types may also be used, including, but not limited to, aNAS3610-2G1P-type pallet.

The pallet adapter 104A, 104B includes an extension zone (107A in FIG.2A and 107B in FIG. 2B) that overhangs or extends beyond the cargopallet 200 in the inboard direction, towards the center of the aircraft100. In one embodiment, the pallet adapter 104A, 104B extends nineinches beyond the pallet 200. In other embodiments, different extensionlengths may be used as needed for shifting the container 102 away fromthe interior structure of the aircraft 100.

In one embodiment shown in FIG. 2A, the pallet adapter 104A may have afirst surface 105A and a second surface 101A. In one embodiment, thefirst surface 105A is a bottom surface and the second surface 101A is atop surface. The pallet adapter 104A may further have a steppedconfiguration such that the second surface 101A has an elevated portion112A with a footprint that substantially corresponds to the base 103 ofthe shipping container 102 and a base portion 114A located outboard ofthe elevated portion 112A. With reference to FIGS. 2A, 3A and 7, each ofthe four corners of the elevated portion 112A defines a two-walledrecessed receptacle 116A configured to receive a fitting 204 havingapertures 205 defined in outward-facing walls 206 (see FIG. 7), asdiscussed in detail below. A male component 207 is disposed at the base208 of each receptacle 116A that is configured to be received in afemale aperture 209 defined in the base 210 of fitting 204, shown inFIGS. 3A-B and 7. This stepped configuration permits the two recessedreceptacles located on the outboard side 106 of container 102 to beunobstructed by the pallet adapter 104. In various other embodiments,additional fittings 204 may be disposed along the sides of container 102with recessed receptacles disposed in corresponding locations in thepallet adapter 104A.

In another embodiment shown in FIG. 2B, a first surface 105B and asecond surface 101B. In one embodiment, the first surface 105B is abottom surface and the second surface 101B is a top surface. The secondsurface 101B is substantially planar across both the extension zone andthe area configured to overlie the cargo pallet 200 itself. Withreference to FIGS. 2B and 3B, the pallet adapter 104B may havetwo-walled recessed receptacles 116B at both corners of the extensionzone 107B and may have two three-walled recessed receptacles 118Bdisposed where the two outboard corners of the container 102 will restabove the cargo pallet 200 inboard to the extension zone 107B. Each ofthe recessed receptacles 116B, 118B is configured to receive a fitting204, as discussed in detail below. As shown, the three-walled recessedreceptacles 118B may be sized to accommodate the engagement of handlingand securing devices (not shown) within the apertures 205 onoutward-facing walls 206 of fittings 204. Alternatively, thethree-walled recessed receptacles 118B may be substantially the samesize as the two-walled recessed receptacles 116B.

A male component 207 is disposed at the base 208 of each receptacle 116Band 118B (see FIGS. 3A, 3B and 4) that is configured to be received in afemale aperture 209 defined in the base 210 of fitting 204, shown inFIG. 7. In various other embodiments, additional fittings 204 may bedisposed along the sides of container 102 with recessed receptaclesdisposed in corresponding locations in the pallet adapter 104B. Thepallet adapter 104 may be formed using aluminum, steel, or othersuitable material that does not deform under the weight of the shippingcontainer 102.

In addition, the pallet adapter (regardless of the particularembodiment) may be a single piece that spans the entire length and widthof the cargo pallet 200 and further extends inboard the necessarydistance to provide clearance between the top of the shipping container102 and the aircraft. For example, in one embodiment in which the cargopallet is a size code G and the aircraft is a 747 freighter, the pallet200 has a length of about 238 inches and a width of about 96 inches andthe pallet adapter 104 may have a length of about 238 inches and mayhave a width ranging from about 98 inches to about 111 inches.

In an alternative embodiment for a 747 freighter aircraft, the palletadapter 104 may include a plurality of sections. One section may bedisposed at the fore end of the cargo pallet, another end may bedisposed at the aft end of the pallet and a plurality of optionalsections may be disposed between the fore and aft ends, where eachsection of the pallet adapter 104 engages seat tracks on either side ofthe cargo pallet and also provides the needed extension on the inboardside. Each of these sections may be about 18 inches to about 24 incheslong and may have a width ranging from about 98 inches to about 111inches. These dimensions may vary based on the thickness of the palletadapter 104. The thickness of the pallet adapter 104 will also bring thetop of the shipping container closer to the aircraft frame and thisconsideration also helps guide the collective dimensions of the palletadapter. In addition, a different type of airplane or cargo pallet mayrequire more offset or less offset. Other variables may include theallowed center of gravity offset for a given cargo handling restraintsystem.

In use, the pallet adapter 104 is configured to be connected to thecargo pallet 200. As shown in FIG. 6, the cargo pallet 200 typicallyincludes a seat track-type 212 interface that includes connection points213 used for attaching cargo nets and straps. As the nets and strapswith their elastic characteristics are not suitable in thiscontainer-shifting application, the pallet adapter 104 is insteadattached to the seat track features 212 (e.g., track holes) around theperimeter of the cargo pallet 200. As shown in FIG. 5, complementarystuds 220 having over-sized heads are configured to be retained in theseat track features 210 and are disposed on the first surface 103 of thepallet adapter 104. Other connection mechanisms may also be used.

FIGS. 2A and 2B also depict three rigid restraints 202. One end of therestraint 202 is connected to the shipping container 102, while theother end is attached to the pallet adapter 104A, 104B. Alternatively,the other end of the rigid restraint 202 may attach directly to the seattrack features 212 of the cargo pallet 200 via known connectionmechanisms. The shipping container 102 and the pallet adapter 104include connection points for attaching the restraints 202, such aseyes, holes, slots, knobs, hooks, and other types of securing points.

The rigid restraints 202 may be container lashing rods used in lashingsystems that secure containers on cargo ships. Example lashing rods areshown in FIGS. 8(a)-(j). The rigid restraints 202 may also be anothertype of non-elastic restraining system. The rigid restraints 202 may bemanufactured using steel or other inflexible materials.

The restraints 202 include a fastening mechanism on each end of a rod.In one example, the fastening mechanism may be a clevis and pin. Inanother example, the fastening mechanism may be an eye or a hook. Otherfastening mechanisms may also be used. The two ends of the rod may havea different type of fastening mechanism, one type for connecting to thecontainer 102 and another type for connecting to the pallet adapter 104or pallet 200.

The rigid restraints 202 maintain a positive restraint on the shippingcontainer 102, which prevents or reduces movement of the container 102during flight. In particular, the rigid restraints 202 restrain movementin the vertical direction.

While three restraints 202 are depicted in FIGS. 2A and 2B, it isunderstood that a different number of restraints 202 may be used.(Generally, an equal number of restraints are located on the oppositeend of the container 102.) The number of restraints 202 used may bedetermined by the maximum amount of payload that the shipping containeror cargo pallet is capable of supporting. In one embodiment, this may bedetermined as part of the initial design for the pallet adapter.

The shipping container 102 is connected to the pallet adapter 104 withfittings 204, shown in FIG. 7. The fittings 204 restrain movement inboth the forward-aft direction and the side-to-side direction. While twofittings 204 are depicted in FIGS. 2A and 2B, two additional fittings204 are located at the other end of the shipping container 102 and atcorresponding locations on the pallet adapter 104. While four fittings204 are preferably used based on standard shipping container designs, insome applications, a different number of fittings 204 may be used.

The fitting 204 may be similar to an International Standard ISO 1161container corner fitting. In the examples shown in FIGS. 3A, 3B and 7,the fitting 204 engages a male portion 207, for example, a corner postlocated on the base 208 of a receptacle 116A,B or 118A,B on the palletadapter 104A, 104B and a female portion 209, for example an aperture, onthe base 210 of the fitting 204 that fits over the male portion 207. Thefitting is preferably fixed to the shipping container 102 and isconfigured to engage the pallet adapter 104 via receptacles 116A,B and118A,B, as described. Alternatively, the fitting 204 may include a maleportion of the corner fitting located on the shipping container 102 anda female portion of the corner fitting located on the pallet adapter104A, 104B.

The male and female portions of the container corner fitting mate thecontainer 102 to the pallet adapter 104. A lock, such as a twistlock 214shown in FIG. 4, may be used to lock the fitting 204 in place duringflight. The twistlock 214 may include a horizontal load-bearing surface208 configured to support a bottom corner fitting 204 of a fully loadedcontainer 102. The twistlock 214 may further include a fixed collar, forexample male portion 207, configured to project upwards into theaperture 209 of the base 210 of the fitting 204 to a height no lowerthan the level of the inner surface 216 of fitting 204. The twistlock214 may also include a rotatable head 218.

While the container corner fitting 204 is preferred due to itswidespread use, other fitting designs may be used for the fitting 204.The fitting 204 may be formed using carbon steel, stainless steel,aluminum, or other suitable material.

FIG. 9 depicts a method 300 for restraining cargo in an aircraft 100. Atblock 302, a cargo handler attaches a pallet adapter 104 to a cargopallet 200. The cargo handler may permanently install the pallet adapter104 on the cargo pallet 200 when the aircraft 100 is provisioned for aparticular shipping container type. Alternatively, the cargo handler mayattach the pallet adapter 104 to the cargo pallet 200 in a manner thatallows for removal when the pallet adapter 104 is no longer needed or adifferent pallet adapter 104 having a different extension length and/ordifferent fitting locations is needed.

At block 304, the cargo handler attaches the shipping container 102 tothe pallet adapter 104. In one example, the shipping container 102 has afemale portion 209 of the fitting 204 at each of its four corners andthe pallet adapter 104 has a male portion 207 of the fitting 204 atcorresponding locations to the four corners. In this example, the cargohandler moves the container 102 such that the male portion 207 of thefitting 204 enters the female portion 209 of the fitting 204 usingstandard shipping container handling procedures.

At block 306, the cargo handler attaches rigid restraints 202 from a topedge of the shipping container 102 to either the pallet adapter 104 orthe pallet 200. Prior to attaching the restraints 202, the cargo handlermay receive a tie down plan that indicates the number of restraints 202and the attachment locations for each of the restraints 202.

With the use of the pallet adapter 104, the rigid restraints 202, andthe fittings 204, a larger shipping container 102 may be used fortransporting air cargo. For example, ISO 1CC containers may betransported when previously the aircraft 100 could only transport ISO 1Ccontainers or smaller. Beneficially, standard shipping container andcargo pallet types used in intermodal transportation may be used, and nomodifications to the airframe or other structural features of theaircraft 100 are necessary. This container shifting system and methodmay also be used with other cargo transportation vehicles, such as cargoships.

It is intended that the foregoing detailed description be regarded asillustrative rather than limiting and that it is understood that thefollowing claims including all equivalents are intended to define thescope of the invention. The claims should not be read as limited to thedescribed order or elements unless stated to that effect. Therefore, allembodiments that come within the scope and spirit of the followingclaims and equivalents thereto are claimed as the invention.

1. A system, comprising: a pallet located in an aircraft; a palletadapter attached to the pallet, wherein the pallet adapter comprises (i)a first surface and a second surface, wherein the first surface isconfigured to be coupled to the pallet, wherein the second surface isplanar and defines at least one recessed receptacle configured toreceive a corresponding fitting coupled to a shipping container, and(ii) an extension zone configured to overhang the pallet in an inboarddirection of the aircraft; and at least one rigid restraint attached toa shipping container located on the pallet adapter and to at least oneof the pallet and the pallet adapter.
 2. The system of claim 1, whereinthe pallet is located in a cargo lane of the aircraft.
 3. The system ofclaim 1, wherein the pallet is a PGA pallet.
 4. The system of claim 1,wherein the pallet adapter is connected to seat track features of thepallet.
 5. The system of claim 1, wherein the at least one rigidrestraint is a container lashing rod.
 6. The system of claim 1, whereinthe container is an ISO container.
 7. The system of claim 1, wherein thecontainer is attached to the pallet adapter with a fitting.
 8. Thesystem of claim 7, wherein the fitting is a container corner fitting.9.-23. (canceled)
 24. A system, comprising: a pallet located in anaircraft; a pallet adapter attached to the pallet such that the palletadapter extends beyond the pallet in an inboard direction of theaircraft, and the pallet adapter is connected to seat track features ofthe pallet; and at least one rigid restraint configured to be attachedto a shipping container located on the pallet adapter and to at leastone of the pallet and the pallet adapter.
 25. The system of claim 24,wherein the pallet is located in a cargo lane of the aircraft.
 26. Thesystem of claim 24, wherein the pallet is a PGA pallet.
 27. The systemof claim 24, wherein the at least one rigid restraint is a containerlashing rod.
 28. The system of claim 24, further comprising the shippingcontainer.
 29. The system of claim 28, wherein the container is an ISOcontainer.
 30. The system of claim 24, wherein the container is attachedto the pallet adapter with a fitting.
 31. The system of claim 30,wherein the fitting is a container corner fitting.
 33. The system ofclaim 24, wherein the pallet adapter has a first surface and a secondsurface, wherein the first surface is attached to the pallet.
 34. Thesystem of claim 33, wherein the first surface of the pallet adapter iscoupled to a plurality of studs that are coupled to the seat trackfeatures on a first surface of the pallet.
 35. The system of claim 33,wherein the second surface of the pallet adapter has an elevated portionand a base portion.